Transmission



Rv LAPsLEY TRANSMISSION Aug. 4, 1953 6 Sheets-Sheet 1 Filed April 16, 1948 jaw/atar: Rvber Lapsly y R.' LAPsLEY TRANSMISSION Aug. 4, 1953 6 Sheets-Sheet 2 Filed April 16, 1948 .DIRECT .DRIVE PARK/Na "Filed April 16, 1948 6 Sheets-Sheet 3 A118- V4, 1953 R. LAPsLEY 2,647,413

A TRANSMISSION R. LAPSILEY TRANSMISSION Aug. 4, 1953 6 Sheets-Sheet 4 Filed April 16, 1948 DRIVING RANGE LOW ONLY BQRKING RANGE .DRI VIA/6- DIRECT frz z/frz fare Rvbrz' Lapsly wwwlabmvm,

Aug. 4, 1953 6 Sheets-Sheet 5 Filed Aprii 1e, 194s hmm.

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rra-NT @ortica .zsmlaime 1 Mypresent Ainvention relates toimrfmprove- It is; well known in the 4v-vart to'tprovide .atr'ans- "mission for automotive'-vehiclesrsuclr"asfpassene" 'ger vehicles, `trucksmand #bussesffoomprising a fluid torque converter unit andleh'an'gespeedflgear mechanism with Athe-torcuie''converterunit raroviding innntelyvariabletorque' multiplication in each of .the'respective gear-#ratios ofathe'changelo speed gear mechanism. My-present invention is Tprimarily concerned `with as'transmissionTv and control .means 'therefor in1which'1the transmission is of theA charaoterf'indicatedfinfwhiclfi@the 'change lspeed geary mechanism Ypref'crab1y,- com# .prises .gearv means "providing-two yforward?. drive ratios and reverse'drive. 'Itzis ank objecty of anyinventiontoprovide a novelform of change speedcgearfmechanismfprimarily for a transmission 'ofthecharacterindi=` cated by means of *Which-a. plurality of=forward drivev ratios and. reverse'drivebetweendrive-and .driven shaft of the transmission may'beifeeted.

A further object of myhinvention isitoeprovide alchange speed gear mechanismi'primarily-Tor-use between drive and drivenshaftsgfoz atransmission ofthe character inoted:havinggearimeans comprising` a gear rotatable ontthe-'dr-iven'cshaft nected sothat .when one y"of .the'dlatter pair of .clutch means is engaged the'other is'"'dis'engaged.

A further object is' to'"providef'ohangespeed gear mechanism of thel character=iast'=noted in A further object is'to providea'hcl'range-speed gear mechanismy betweendrive fand drivenshafts of` the transmission Av'comprising `gear#'ineans for effecting a plurality of'forwardvdrivejratiosf bee tween the drive and driven *shaftsin'clu'ding a rst clutch means operable toA vei'ectfon'e 'forward drive ratio, and asecond clutchi-means operable together with the first" clutch-"means-'to'iffect a second forward drive ratio,:"andmthirdmeluth n ...means operatively.' interconnected? Withther-*second clutch means 'so that'Whenengaged''said .second clutch, means is fdis'engagedvtiii effect re- .v erse. drivebetween' the drive and drivenw shaft. A further object 'is topro'vide achan'ge-speed -.agearmechanismbetween drive anddriven .shafts comprising gearzmeans including-'aH drive l,gea-rior hexdri-vezshaft and a gear rotatable on the driven shaft, r:.clutchf,:means between Vthe drivefgearvand thendriven shaft: operable in ionegposition to clutch .-theizdriven shaft4 to ,the drive @sha-ft toyeffectA one forwardztdriver:iratidi second Vclutch means Loper- 1;.1-1 ableyvvhen :engagedgtogether with saidfrlfst clutch means in a second position@for l.clutching the rfidrivenagearcto-.thedriven shaft toreffect a second` forwarddriverato, and a thirdclutchmeans operativelya:interconnected f with l the second clutchzmeansvsothatwhen engaged said second clutch isJdiseIIg-aged and ,which thirdl clutch ,when L! engaged;with.y :sa-id first. clutch in itssecondbosiioniprovidesrfor :reverse drive between the drive f and ydrivenV shafts. v

Infforder :to: achieve. the aforesaid obj ectsI proi; .repose to provide ,a change .speedi gear-` mechanism 0 'having a'drivetshaft including a) drive sealy-,and a driveneshaftfwhich .provides for rotatablvfsupportinga v'driven-A gear. A liirstclutch means is arrangedffbetweenthe. drivenshaft; andgthedrive shaft-.with theiclutch means inone position :being adapted i,t-clutchathedrive shaft tothe driven 11H-shaft to'nprovidewfor effecting one forward ratio drive through the transmission. This first-clutch meansca-lso f'has a. secondposition in which the drivenigear :off thedriven Vshaft may be; clutched theretoii'e With such :arrangement of -parts- ;I;pro iwidera :countershaft carrying a first gear having ofttherfdrive shaft and a I second gear-rotatable on1-.the.-;:.countershaft and having constantv meshsguingiengagement with the driven gear of the driven shaft: second countershaft or'reverseddler shaft1.=1s:;also provided; `and it yhas a gearliaving eonstantrmeshing'engagement with the nrstgear .gf oifgthe.:first.ounterslrafty and av second gear 4rotat- 40..ab1esf;thereon; and :having constant meshing `en- .fmgagementffwith .the Vdriven gearon ...theydriven shaft. :clutch isprovided,l for 'selectively clutchingnthe gear 1rotatable on. the .rst eountershaft thereto-f ,iA-lso: a i :clutch is provided. for the secz45: ondf countershaft for v clutching ftheretofithetlgear .:ifrotatablezmounted thereon and *having-I meshing engagementfwiththe .-fdrivenggear vof .theydrfiven shaft.l Inwar'change sneedf-Tgearfmechanism as nthusflconstnucted -itrl will be observed .that upon ;50-. actuation .foff :the nrst. clutchmeam tothe clutch 2v fithedrivemshaftfto thegdriven shaft thatoneforf1 wardiratio drivecr onefto.oneratio drive may be l-fiefectedffrom theidrivefshaft'to theldriven-gshaft. In the preferredfformtof -my-.inventienftha-drive \=\shaftchasf1connection5to:thevdrivenfelement of a constant meshingengagement withv the drive gear the gear rotatable thereon to the countersha-ft,

and since the latter gear has constant meshing engagement with the driven gear on the driven shaft a second forward ratio drive of the ratio of the gear means of the iirst countershaft will be effected from the drive shaft to the driven shaft. For purposes of effecting reverse drive ben tween the drive and driven shafts and second clutch means above referred to is disengaged and the clutch means of the second countershaft or reverse idler shaft is engaged to lclutch the gear rotatable thereon to the second countershaft, and since it has constant meshing engagement with the driven gear of the driven shaft and the fixed second countershaft gear has meshing engagement with the fixed gear of the first countershaft which in turn has meshing engagement with the drive gear reverse drive is provided through the transmission.

Preferably the second and third clutch means of the first and second countershafts are operatively interconnected so that when one of the clutches is engaged the other is disengaged. Also these clutches are both adapted to be disengaged to provide a neutral for the transmission.

The aforedescribed transmission is thus operable to effect with the second clutch means engaged and the third clutch means disengaged by actuation of the first clutch means from one position to the other position thereof shifting from one forward drive ratio to a second forward drive ratio. Also, selection for forward and reverse drive may readily be accomplished with the first clutch means engaged to the driven gear of the driven shaft by engaging the second clutch means and disengaging the rst clutch means, and vice versa.

It is a further object of my invention to provide a. control system for the aforementioned change speed gear mechanism in which the latter may be actuated manually or automatically.

The above described transmission lends itself to actuation in two ways which for purposes of disclosing my invention I shall hereinafter refer to as the driving range and the parking range. 'I'he control system of my invention includes a master control switch mounted adjacent to the operator for selecting either the driving or parking ranges. The driving range as will in greater detail appear hereinafter is concerned with the automatic actuation of the transmission from one forward drive ratio or low range to the other forward drive ratio or high range and vice versa in response to the speed of a vehicle in which the transmission is embodied and the intake manifold vacuum of the prime mover, such as an internal combustion engine, for the vehicle. Also in driving range the transmission may be actuated so that it may be maintained in high forward range or low forward range of the two forward drive ratios. The parking range is for purposes primarily of parking or turning the vehicle when frequent shifting between forward and reverse drive is necessary.

The control system of my invention is operable 4 upon actuation of master control switch to effect the energization of solenoid valves for admitting air under pressure to a plurality of cylinder and piston devices having connection with the aforementioned clutches of the change speed gear mechanism to provide for the power shifting of the several clutches of the transmission.

Themaster control 'switch is positionable to effect either the parking range or the driving range with the master control switch being adapted to be positioned in the parking and driving ranges from a neutral position to one of two positions selectively for effecting actuation of the transmission. With the master control switch positioned for effecting the parking range the switch lever is positionable to effect either forward or reverse drive through the transmission. Forward drive in parking range between the drive and driven shafts is effected by engaging the first clutch to clutch the driven shaft to the drive shaft of the transmission for high forward range.` Reverse drive in parking range between the drive and driven shafts is adaptedto be effected by engagement of the first clutch means to clutch the gear rotatable on the driven shaft thereto, and to engage the third clutch means to clutch the rotatable gear on the second countershaft or reverse idler shaft to the latter so that the gear means between the second countershaft, the rst countershaft and the drive shaft effect reverse rotation of the driven shaft.

Upon selection of driving range the master control switch is operable in one position to actuate the transmission for forward drive in high forward range or low forward range by effecting engagement of the first clutch means to clutch the gear rotatable on the driven shaft thereto, and to engage the second clutch means to clutch the rotatable gear on the first countershaft thereto so that forward drive in low range is imparted to the driven sha-ft from the drive shaft through the rst countershaft and the gear means thereof. In the described positions of the parts the third clutch means for the second countershaft or reverse idler shaft and the reverse gearing is disengaged, and the change speed gear mechanism is maintained in position for low forward range `drive only. In the second position of the master control switch in driving range the second clutch means for the first countershaft is caused to be engaged to clutch the rotatable gear of the rst countershaft thereto, and the rst clutch means between the drive shaft, the driven shaft, and the gear rotatable on the driven shaft is operable in response to speed and intake manifold vacuum of the engine of the vehicle to eifect actuation of the first clutch means to clutch either the driven shaft to the drive shaft for high forward range, or to clutch the gear rotatable on the driven shaft thereto for low forward range to effect one or the other of the forwar-d drive ratios through the transmission.

In the preferred form of my present invention the first clutch means is of a character so that with the change speed mechanism actuated to provide one forward drive ratio and upon vehicle speed and engine vacuum conditions being such that a shift to the other forward drive ratio is to be effected the first clutch is operative to effect synchronously engagement of the gear means in the shift from forward speed ratio to the other forward speed ratio through the change speed gear mechanism.

In the transmission of my present invention the first clutch means preferably is of a charaierzris' .are caused to be disengaged bythe-torque therel between,` and which when. one set of.`c1i1tch teeth are engaged. one forwarddriveratio is 'provided r-.between the driveandjdriven shafts, and Vvthe other setof .clutch .teeth when iengaged.',provides `Ior the second forward;driveratiolbetween'the 'drive and driven shafts'.V The clutch .means furilther'comprises a shiftable collar.forieiectinglthe -selective engagement ofLeither-.of the .twois'ets'of clutch teeth,l and includes-synchronizing...means -for synchronizing -parts to .berlutched .together i before engagement ofitheclutcnteeth.".glnasuch f a clutch only small force isirequiredto shiftthe collar away from eithenset .of ...clutch teeth... A furtheripreferred feature of .my.invention.re

sides in 'providing an arrangementfmwhereby,ffor

` example,-low pressureV ainrnayibe usedto lshift the collar'member toefect disengagementofone' set cf clutch teethwpreparatory tomengagement of the other set of clutch .teethfor ashiftlfrom i one forward drive tothe other forwarddrive. 11n

the shifting of thercollar. as.,last...described.and while the synchronizingy means/is rioperative.. to bring the parts in svnchronisxrnfo're .the .shift being made the air -pressure vfor shifting the...collar to engage the Iclutch teeth-may bebuilt, up sothat at the instant the parts 1to1-be fclutchedmogether are in synchronisnithe-collari is shiftedto clutch such parts together. .Inaba-.transmissionhereinafter vdisclosed I have shown arnconstruction inA which air under '-pressure-isnutilizedas the power means for actuating .the :first ...clutch means as above described; -buti-itfiwil-l be-obvious to 'those skilled in the fart that-.fthesame -mode vof. operation mayv be achieved, .for.-iexarnplaH by suitable spring means, if. desired.

The above Vand other:objects--andfuadvantages of my invention will :appearfromathedetailed description.

. direction indicated by arrows;

Figure 4 is a substanti'allyvertical'longitudinal sectional View taken .substantially on line 4 4 of Figure 2 looking inthe direction indicated by the arrows with certain parts'beingshownfin elevation, and with thereverseigearmeans' of 'the transmission being .showninLdot .and ldashzlines at the upper portion of the gure tolfillustrate the relation ofthe lattenparits`iii' .thetransmis sion;

uFigure 5 is a viewlargelywschetnati'c lf'thecon- -trol system of my.inventionfor.thetransmission shown in Figures 1 through A4. withcertain jof the .parts of the transmissionfbeing:.rerarrangedifor .u convenience of. .illustratin'gi.thenontrolsystem;

Figure 6 is .a`v detail -rverticaLisectinal view with certainpartsshown ingelevati'on offan'automatic control switch Vembodied inthe control'v "system ofuny inventionprovidingforthefautomaticv actuation of '.thetransmissi'on" fromcone ratioin response :to vehiclespeed'fdrivinglrange through theztransmission, andintakefmanifold Vacuum with the parts vof vthe, switch' shownf in this figure being in'theposition theyoecupyrwith lowivehicle speed,'.transmission"inlow'rangwand lowintake manifold vacuum.

'Figure 7 is a"detail"verticalzrsectional"view rectionl indicated byithea'rrows;

V'Figure 8 is a vdetailhorizontal'sectionakview ...taken on line 8-'8 of Figure 6*lookingii1'i"'th"e` divrection indicatedk by the arrows;

i Figure 9 isa partly Vbrokenaway'detailverti- Lcal sectional view of the automatic control" switch 'fof ,the control system of my'inventi'on along lthe .lines of AFigure 6, but showing ithe'positionnf" the parts of the switch" at afastLvhicle speedg'transmission. in Vlow range, and 'low intake i'rn'a'ni'fold l. vacuum;

Figurel. is a View corresponding .to Figure 6 but .showingthepositions 'f the parts vat aI-"fast l vehicle speed, andhigh'i'ntake. manifold vacuum .which initiates `a shift ,in thetransmission from low range forwardv to .high rang'elforward drive; and

VFigure 11 is a Yview alongtlfeglines' fligure 6 .but partly, broken. away. and showingithe posivtionsof the parts ci thesvvitchata sloWvlehi'cle speed, transmission .in high .rangeanddow intake ymanifold vacuumafterashift has beenmadein f the transmission. from` lowarange .forwardidrive to highrange forward drive.

Transmission constructioni,v Figuresfil 'through 4 yThe:transmission'of myazinventionimitsspreferred formv as .shown 1in '....the :.drawingsicomprises a fluid torque converter Iffandffa-fchange speed gear mechanism indicatedivgenerallyf;'at I2=frtvith the torque converter. I0 l'beingzacontainedriwithin a housing I3 and VtheK changerspeed mechanism |12 in a housing 'I'4'Withth'e .housingsrI-Srand I4 being suitably bolted in endxtoffendirelation as shown in Figure 4.

` 'Ihe torque converter"I3eis'offfconventionalzconstruction and comprises 4an '.imp'eller-:housirrg'f I5 containing the-usual form'pf impellenland' in which the section II o'fthe housing esectio'rr"1:5 is

suitably keyed to a yewheel 18.1" It-fwiil'fbe-'understood that the fly-wheelIU'fhas suitablefic'onnection with the 'crank shaft-of Ya'- prime." mover, such asan internal combustion"enginefffor a vehicle Ain-`which the**transmission isiieinhe'died. The fly-wheel I 8 is providediwith ai' conventional form of starterl ring nISMat-the vfouten-1-per-iph- Nery thereof. The-torque converterA I^0=a1so comprises airotor or dri-venmember 2D anda conventional fcrm of Astator Y22'."""I'vherotor^or-idriven member 20 has connection-withfadriveshaft 24 Withthe parts of the torquepconverter asis `'known providing for'drivingof the *drive shaft 24.

,As shown" more clearly in the'lfFigure*iff-the drive shaft 24textends through'a pumprhousing "26 suitablysecured inwa'1l-member"2 'Iflextending transversely betweentheu adj acent"open ends of the housing-'sections' I3 'and I4. yThe wallfmember v2'I.provides for the support 'ofaiballrbearing assembly '28. in which'A the adjacent'endrportion of thedriv'e shaft A24 is jonrnalled'. Aidrive-*gear .29 is' preferably `formed"integrallywith at end in 'a"rollerbearing'assemblyi's'Irarranged V3be' twenthe inner end of 1 the driven shaft 38 and the drive gear 29. The driven shaft 30 has connection in a conventional way with a parking brake `assembly indicated generally at 32 with the driven shaft as is well understood being adapted to have connection with the drive or propeller shaft of a vehicle in which the transmission is assembled for driving the vehicle.

The driven shaft 38 has a low range or reverse driven gear 33 rotatably mounted upon an intermediate portion thereof about the needle bearing means 34and ball bearing assembly 35. A gear 36 is keyed to the driven shaft 39 and is disposed between the ball bearing assembly 35 and the ball bearing assembly indicated at 38 with the latter ball bearing assembly being supported in a transverse wall member 39 of the housing section I4. The gear 38 as will later appear has meshing engagement with a gear 48 as shown in Figure of a governor indicated generally at 42 in Figures 2 and 5.

A synchronizer clutch means indicated generally at 44 is arranged between the drive gear 29 and the driven shaft 39 of the transmission with the clutch means being operable in one engaged position thereof to clutch the drive gear 29 to the driven shaft 39 and in a second engaged position thereof to clutch the low range or reverse driven gear 33 to the driven shaft 39. The clutch 44 is of known construction and may be of the form disclosed in the application ofi Donald S. Dence, Serial No. 553,641, filed September 11, 1944, now Patent No. 2,412,298, issued December 10, 1946, or more preferably of the construction shown in my application Serial No. 666,663, led May 2, 1946, now Patent No. 2,558,-

' 656,4issued June 26, 1951. The clutch means 44 comprises a body member 45 having splined conneetionas shownwth a portion of driven shaft 38 between the inner end thereof journalled in the ball bearing assembly 3! and the low range or reverse driven gear 33. The body member 45 is restrained against axial movement on the driven shaft 38 by a pair of snap rings 46 one being disposed at each end of the body member 45. The body member 45 is provided with a plurality of axially directed peripheral slots 41 each of which is adapted to receive a clutch rocker member 48, onlyone of which is shown in the drawings. The inner edges of the rocker members are beveled to provide for rocking of the rocker arms radially about a central fulcrum 49. A suitable snap ring 50 locks the several rocker arms 48 against axial displacement within the slots provided therefor in the body member 45. The rocker arms 45 are adapted to be rocked to engage selectively the opposite ends thereof, forming jaw clutch teeth with the jaw clutch teeth 52 of the drive gear 29 or the jaw clutch teeth 53 of the low range or reverse driven gear 33, respectively, to provide for positively clutching the drive gear 29 and drive shaft 24 to the driven shaft 38 to effect direct drive in a forward direction through the change speed gear mechanism, or to positively clutch the low range or reverse driven gear 33 to the driven shaft 39 by axial shifting movement of the collar member indicated generally at 55. The collar member 55 is adapted to slide axially on the outer axially extending edges of the rocker members 48 into engagement with the outer ends of the rocker members 48 to rock the same about their fulcrums 49 to engage the opposite ends of the rocker arms 48 witheither of the positive jaw clutch teeth 52 and 53- of the drive gear 29 and the low range or reverse driven gear 33,.respectively. As

disclosed in my above referred to application the side faces of the jaw clutch teeth formed by the opposite ends of the rocker arms 48 and the clutch teeth 52 and 53 are correspondingly tapered so that unless the opposite ends of the rocker arms 48 are positively held in engagement with the positive jaw clutch teeth 52 and 53 by means of the collar member 55 the torque between the teeth will expel the ends of the rocker members out of engagement with the clutch teethy 52 and 53 of the gears 29 and 33, respectively. The drive gear 29 is provided on the side face thereof facing the collar 55 with an annular cup-shaped member 51 which has an axially extending portion carrying a tapered synchronizer ring 58. The low or reverse driven gear 33 is likewise provided with an annular cupshaped member 59 suitably secured at the side thereof facing the collar 55 and, like the member 51, carries a tapered synchronizer ring 6U. A tubular member 52 is formed at its opposite ends with tapered friction surfaces 63 and 84 which are adapted to be engaged with, respectively, the correspondingly tapered friction surfaces of the synchronizer rings 58 and G9 of drive gear 29 and driven gear 33. The collar 55 and the tubular member 52 have a plurality of spring members 65, one of which is shown in Figure 4, therebetween which normally provide for positioning the collar 55 intermediate the ends of tubular ember 82 and through which initial movement of the collar member 55 to the left as viewed in Figure 4 effects movement therewith of the tubular member 62 to engage the tapered friction surface 63 of the latter with the internal friction surface of the synchronizer ring 58 for synchronizing the gear 29 with the driven shaft 38 prior to positive engagement of the left hand ends of the rocker member 48 with the positive jaw clutch teeth 52 of the drive gear 29. The tubular member 92 is formed with blocking or lock-out notches S5 which together with the collar 55 form blocking or lock-out means of known construction in preventing shifting of the collar 55 relative to the tubular member 82 and against the detent means formed by the springs B5 until the tubular member 62 and the gear towardwhich the collar is moved are substantially in synchronism. Thus, upon shifting of the collar member to the left as viewed in Figure 4 to engage the tapered friction surface 63 of the tubular member 62 with the synchronizer ring 53 further axial shifting movement of the collar 55 is prevented until the driven shaft 39 and the drive gear 29 are in synchronism after which shifting of the collar member 55 to the left may be completed to engage positively the left hand ends of the rocker arms 48 with the positive jaw clutch teeth 52 of the drive gear to clutch the drive gear 29 to the driven shaft 38. Similarly upon initial shifting movement to the right of the collar member 55 from the left hand position thereof in which the drive gear 29 is positively clutched to the driven shaft 38 appropriate movement of the collar 55 to engage the tapered friction surface 64 of the tubular member 62 with the synchronizer ring 69 first brings the driven gear 33 into synchronism with the driven shaft 39. After the driven gear 33 and the driven shaft 39 are in synchronism the collar 55 may be further shifted to the right to engage positively the right hand ends of the rocker arms 48 with the jaw clutch teeth 53. In the transmission of my present invention the synchronizer clutch means 44 does not have a neutral position and as will presently appear as the description of my invention proceeds the.co11ar 55 is shifted either to titsffar l'eft hand: position or 'far .righthaird position to 'clutch the drive geaFZSTaIid driven shaft3 G ITogether for""conjoint"rotation b"or forr i clutching the low range or/"reverse *driven* gear 5 33""170"the"'d1.iver1'shaft?IA In .thedrawings thesynchronizer clutch-"means lWiris shown `4`in a kneutralV position ior purposes of clearly disclosing the relation\of"f'he" *ts* of "the clutch 'with' thev driveJ gear'` the driven ygear- 33; but it Will'be understoodf-asfthi'e1u description proceeds that the'-parts'1 iWi1i"'on1yin such-position inltheetransition of-afshift-v 1 the transmissionv from- 'one-'-'gear ratio"- orf-d'riveto 'a second'gea-r ratio'4 or 4drive-or viser-versed in the' change speed ygear mechanism. vviti'ivtheyA clutch 44 engaged in y-'one position* inwhichethc clutchzoi'la'rl 55L-'is inits lefthandi-posit n=as-- viewed'in Figure 4'the"drive*and*driven'fsh 'fftsffare` connected' Vtogetl'rer to provide for' direct-'drive or-20 high frange lin al forward -"dir`ectionbetweenthe* -v driveifan'd vdriveny shafts;y andiwhenwthe'fcluteh collar '55 *is disposed in its rightfhandf-positionfas; yviewed in 'this' figure the-driven iowrange# orreverse gear clutched tothe drivenl'shaftf SU'fandvin :which position ofvthe '-oluteh teither low speed `high' ratio driveA orlow range lin ward directionis provided betWeen'f-the'drive nd driveneshaftsy or *reverse driv'e is provided-@fori betweenthe drivel andr'fdrive'nfshaitsf-through'g ,ar meansto be presentlyfdescribedwl As shown :in- Figreela rs't l'or'ilov'v rangelgearo meansl 7 il is provided #and 1:Wh-ich' :gear '-Ym'eafns iii" comprises! a first vc'ountersifiaftl'2fsuitah17 jours' nailed for rotation at itsfopposite o'ealre ing/assemblies'indicatedgeneraliy att'i Sand :1d n-the -cha-nge Jspeed l:gear-if meehanisnilifhou'si-ngw l'dff-A gear 14 is-keyed @tolthelirst'icountershaft.if' !27as' indicated at 'Hyland-fthe. igear- 15 as #sh'oWnT-f has-eonstanti` meshing engagementfwitinthe'ldrive gearf. Ay geary 1 7 fis rotatablye'mountedf'about th'erstf countershaft-h'l 2"'asl.by` means( :of fneedie. bearing 'means 1S Withr-thegearf. 'i iliav'ingfzconez., etant 'meshing Vengagerner1t"-wii',h :the iow frangexo reverse'fdriven gear 33.iThe'Jgeari-'i i'srestraine against movement :axially ,.onl the: rstfffeounter shaft 72 fb'ya snap` ring Svfyandlea' thrusti-Washem SiEiJdiSposed-floetweenfzthe1 outer1v ndtffaceiof" gear-:3 'lland the bearingfassembiy-i.; A'forti.'arolzfdrivei'` clutch."Y means.;A indicated -generallyatzei .-'I-is are f rangedbetween:the'virst :oountersfhaftfj 2 `Vand the: freely rotatable :gearJ-H Withrthe.:ciutchfnieansziid'w comprising. .a dental clutch f #collar 1:8 5cm-having splin'ed faxiaiiy .Sliding connection withhthemine-f termediate portion-of thefrrst countersha-ft 'Si' 2J.y between the `fgears` a-ndli thereof.. eiutch collar. 8.5;has'shown; is :prmfidedL wi'fJma-` plurality of lclutch Lteeth: 86 :Which-fare: adaptednto have meshing engagement withmmtehfteetr 7.=:of ythe gezin-:117 V`for clutch-ing :the vgeanr 'i i to f .the rst-l countershaft 1.2. :Spring detentcmeans.-Vinclude1 ingfa spring.- loadede-.ballf 8E; fadapted to in -f suitably .f ormed 'notches ,in clutch .oollards provided` for yieldingiy.` 1maintaining .f,thef:"latterv eitherin a position 4inwhichtheclutoh teeth- SEQ ethereof.A are-.engaged .wth fthe. clutch` "Hof ithe gear:k `l1 ".orsina position sin which, these--.cl1`1teh.v teethare. .disengaged .,InQFigue. e. the .clutchcollar 85 vis shownfin. vpositionyn which. the' j aw clutchV .teeth .8 E. thereof. are. in engagement .with the .l jaw..c1utch teeth. STI `of ltbe-fgear .i'if's'o -that the gear. 'H'is in drvingirelationwth respect. the...,dr'ven gear .3324. Upon..engagement of ".thef synchroniser clutbh means ii to clutohthe .driven gear.33`.`t`o the .drivenshaftit will bekohserved" that-.La second forward driye ratiogorlow. range" husineweiiyifbearmg meansioff like censtruetienv as described in connection :with the'iirst-Yoht shaft 72. The second countershaft ha `through the second-.gear fasfdescribede'- 122; Reverse drivev inrlowvrangefis e'iected bee tween the :.driverand the dritenf 'shaftsvhyfdisengagirrgithe:forwardrclutchfmeansid and engage; ingntheireverser ciutciismea'ns-9 'fto'ficlutch'geari 9232? toizthsecondffcountershaftf r'f reverse*'idler'T sh'at' 90 :Withfl'thli-synchronizertfclut'chmeansmi inf-its .engages position-invvhihvifthefdrivenffivi range-'erf reverse seams-aie eiuteiieitofthldriverrf shaft13 The forks 99 and |00 are pivotally mounted in bearings |02 and |03 respectively at opposite ends of a shift lever |32 pivotally mounted on a stud |33 supported in a suitable bearing in the lower end of the change speed gear mechanism housing |4. A crank arm |35 is formed with a ball shaped end portion |36 fitting in an opening at the outer end of the lever member |32 adjacent the pivotal mounting of the fork |00. The crank arm has connection with a shaft |31 extending laterally through the side of the housing section |4 through the bearing housing portion |38 thereof, and which shaft member |31 has secured at its end external of housing section |4 a range shift lever |40.

As best shown in Figure 1 a pair of piston and cylinder means indicated generally at |42 and |44 which are hereinafter referred to respectively as driving and parking and with the cylinders of these devices in Figures l, 2, and also lbearing the identifying legends "driving and parkingf are provided for effecting rocking of the range shift lever |40 from its neutral position, shown in Figure l, to eifect engagement of the low range forward drive clutch means 84 and disengagement of reverse drive clutch means 90, or vice versa.

'Ihe driving piston and cylinder means |42 comprises a cylinder |45 within which a piston |46 is disposed. The cylinder |45 is mounted exteriorly of the housing section i4 by an angle bracket member |41. A connecting rod |48 has connection with the piston |45 at one end and at its other end is provided with a clevis |50 for pivotally connecting the same to one end of the range shift lever |40 as at |52. A coil spring |53 is arranged between the piston |46 and the bottom end wall of cylinder |45.

The parking piston and cylinder means |44 is of the same construction 'as the driving piston and cylinder means |42 and comprises a cylinder |54, a piston |55 and a coil spring |56. A clevis |51 at the outer end of a connecting rod |58 secured at its other end to piston |55 has pivotal connection to the other end of the range shift lever |40 as at |60. The coil springs |53 fand |56 of the driving and parking piston and cylinder means |42 and |44 normally tend to position the range shift lever |40 in its neutral position shown in Figure 1, and in which position of the range shift lever |46 the clutch collars 65 and 95 are disposed in position axially on the rst and second eountershafts in which the jaw clutch teeth of the clutch collar members are out of engagement respectively with the clutch teeth 81 of the gear 11 and the clutch teeth 61 of the gear 84.

- An air hose or conduit |62 has connection with cylinder |45 and a like air hose or conduit |63 has connection with the cylinder |54. Upon admission of air under pressure through conduit |62 to the driving piston and cylinder means |42 the piston |46 is urged downwardly as viewed in Figure 1 and this movement of the piston through the connecting rod |48 rotates the range shift lever |40 from its neutral position shown in the latter ligure in a counterclockwise direction. This movement of the range shift lever |40 rotates the shaft |31 to rock crank arm |35 and through the connection of the latter with the lever |32 effects axial movement of clutch collar 85 to engage the clutch teeth 86 thereof with the clutch teeth 81 of gear 11. When the driving piston and cylinder means |42 is thus energized it will be observed that one or the other of the two forthrough the change speed gear mechanism by shifting of the collar 55 of the clutch means 44 to either of its aforedescribed engaged positions providing in one position for forward direct drive or high range through the change speed gear mechanism I2 and in a second position for low range forward drive between the drive and driven shafts 24 and 30.

Upon admission of air under pressure through the conduit |63 to the parking piston and cylinder means |44 the piston |55 is forced downwardly against spring |56 and through connecting rod |58 rocks the range shift lever |40 in a clockwise direction as viewed in Figure l and which movement of the range shift lever |40 through shaft |31 and crank arm |35 rotates lever |32 to effect through shift fork 99 axial movement of the clutch collar to disengage the clutch teeth 86 and 81, and upon continued movement of the range shift lever in its clockwise direction beyond its neutral position shown in Figure l to effect through shift fork |00 axial movement of clutch collar to engage the clutch teeth 56 thereof with the clutch teeth 91 of the gear 94. In this position of the parts actuation of synchronizer clutch means 44 to clutch the drive and driven shafts together provides for forward drive between the drive and driven shafts, and actuation of the clutch means 44 to its other position in which the driven low range or reverse gear 33 is clutched to the driven shaft 30, provides for reverse drive between the drive and driven shafts through the reverse drive gearl means already described.

It will thus be observed that by the selective control of admission of air under pressure into the driving and parking piston and cylinder means |42 and |44, respectively, that the transmission may be conditioned for selective actuation providing one or two forward drive ratios between the drive and driven shafts of the transmission, or the selective actuation of the transmission to provide for one forward drive ratio and reverse drive by actuation of the synchroniser clutch means 44. In the description of my invention hereinafter and more particularly as it concerns the control means of my instant invention the condition provided by admission of air under pressure through conduit |62 to the driving piston and cylinder means |42 is referred to as the driving range, and the condition in which air under pressure is admitted through conduit |63 to the parking piston and cylinder means |44 is referred to as the parking range.

Referring now more particularly to Figure 2 it will be seen that the transmission further comprises a shift fork |65 which is adapted to engage the collar 55 of the clutch means 44 to move the same axially to the left and to the right as viewed.' in Figure 4. The shift fork |65 is mounted for axial movement on a guide rail |66 and the shift fork is formed with a socket member |61 in which the ball shaped end portion |68 of a crank arm |63 is disposed. The crank arm |66 is secured to the lower end of a vertically extending shaft |10, and which shaft |10, as best shown in Figure 3, at its upper end has one end of a synchronizer shaft lever |12 secured thereto.

A second pair of piston and cylinder means indicated generally at |13 and |14, hereinafter designated as the direct drive and low or reverse piston and cylinder means, respectively, are provided for selectively actuating synchronizer clutch means 44 to effect high range or ward drive ratios may be selectively effected "15 direct drive between drive shaft 24 and driven zavrzgtisA f.

and upon rotation of the lever in the opposite direction providing for automatic control of the change speed gear mechanism for effecting shifting from forward high range or direct drive to low range forward drive, or vice versa, in response to engine intake manifold vacuum, vehicle speed under the control of the throttle of the engine and also being inuenced by which driving range is then being used.

The several legends and arrows indicating direction of movement of shift lever 203 for effecting the above several conditions are shown on Figure 5.

A manifold 204 through which air under pressure is adapted to be conveyed to the several piston and cylinder means already described has connection with a source of air under pressure carried by thevehicle. For example, a compressor (not shown) driven in any suitable manner may be provided for delivering air under pressure to an air storage tank (not shown) to which the manifold 204 has connection.

The manifold 204 has branches extending to a plurality of solenoid valve means 205, 206, 201, 208 associated one each with cylinders 115, |84, 145, and 154, respectively. The several solenoid valves are all of like and known construction in view of which solenoid valve means 205 only shall be described in brief detail with it being understood that other devices serving the same purpose may be used if desired. The solenoid valve means 205 as shown comprises a coil 210 enclosed within a housing 2| l. A plunger 212 adapted to be drawn inwardly of coil 210 upon energization of the latter has connection to one end of a valve actuator member 213 pivoted intermediate its end as at 214. The valve actuator member 213 has connection with an intake valve 215 and an outlet or relief valve |26. The arrangement is such so that upon energization of coil 210 movement of the plunger 2l2 effects rocking movement of the valve actuator member 213 to open the intake valve 2115 to admit air under pressure from the manifold 204 through the intake passageway 211 past valve 215 into valve chamber 218 and then into the conduit 183 of cylinder 115 for shifting the piston E18 therein. Upon de-energization of coil 210 the intake valve 215 is closed and the outlet or relief valve 216 is caused to be opened by the valve actuator member 213 so that air under pressure in cylinder 115 is bled through the valve housing and discharged through vent outlet 220. Valve body 222 in which the aforesaid inlet and outlet passageways and inlet and discharge valves are arranged is suitably secured to the housing 211 for the coil 210 to provide an integral unit which may be conveniently connected with piston and cylinder means |13.

The storage battery 223 for the vehicle which provides a source of electricity for actuation of the several solenoid valves has one terminal grounded as at 224 to the frame or chassis of the vehicle. A lead 225 extends from the other terminal of the battery to the ignition switch 226 and a lead 221 from the ignition switch 226 has connection with a lead 228 extending to the master manual control switch 202 and to the microswitch |90.

Control system-transmission, in neutral-Figure 5 The control system with the master control switch 202 in neutral position shown in Figure 5 provides a neutral for the transmission. In the connected by lead 235 with spring contact ringer 236 having a contact 231 in engagement with a contact 238 carried by a spring contact finger 239 with a spring contact nger 242 having a contact 243 in engagement with a contact 244 carried by spring contact 245. A lead 246 connects spring contact finger 245 with a spring contact nger 241 having a contact 248 in engagement with a contact 249 of a spring contact finger 250. A lead 252 extends from the spring contact linger 250 to a terminal 254 of the automatic control switch 200. A microswitch 255 has connection by means of a lead 256 with the terminal 254. The

microswitch 255 is of the single pole double throw type and in its normal position provides for closing of a circuit between the lead 256 and a lead 251 extending from the central or common terminal of the switch and having connection with the terminal 253 of the automatic control switch 200. However, as will be described in greater detail hereafter, in the position of the manual control switch 202 shown in Figure 5 a circuit is not completed through the microswitch 255 between the terminals 254 and 258. Anterior of the terminal 254 a lead 260 has connection with the lead 252 with the lead 260 extending to a central or common terminal 262 of a double throw single pole microswitch 263. The microswitch 263 in its normally closed position in Figure 5 completes a circuit between terminals 262 and 264 thereof. A lead 265 extends from terminal 264 and has connection with terminal 266 of the solenoid valve means 206. The other terminal of the solenoid valve 206 is grounded as indicated at 261 completing a circuit through the frame or chassis of the vehicle with the ground 224 of the storage battery 223, so that with the microswitch 263 in its normally closed position the coil of the solenoid valve means 206 is energized. Thus air under pressure from manifold 204 passes through branch 268 and solenoid valve means 206 to cylinder 184 of the piston and cylinder means |14 which effects movement of the piston 185 and rotates the synchronizer shift lever 112 to a position in which the crank arm 169 actuates synchronizer clutch means 44 to clutch the low or reverse driven gear 33 to the driven shaft 30. As will presently appear as the description of the control system proceeds the solenoid valves 201 and 208 are deenergized so that the range shift lever |40 is disposed in its neutral position as shown in Figure 5 and in which position the crank arm 135 disposes clutch collars and 95 of the forward and reverse clutches 84 and 96 in disengaged or neutral position to provide a neutral for the transmission.

Control system-parking range-forward drive To effect the above condition the shift lever 203 is disposed in parking range and when in this position and rotated clockwise as viewed in the drawing it will be seen that the roller 210 engages the cam surface 212 of a spring contact linger 213 which has connection by a stem 214 of insulating material with the spring finger 250 to effect separation of conta-cts 248 and 240 to open the normally closed circuit through the microswitch 263 deenergizing the electric solenoid 4valve 206 so that the air under pressure in cylinder I 84 is relieved. In the aforesaid movement of the switch lever 203 the roller 285 carried there-v -17 by is withdrawn from engagement with the spring contact iinger 216. The spring contact fingers 2,16 and 242 are connected together for conjoint movement by stem 218 of insulating material initially prestressed so that when thus released they, as viewed in Figure 5, move to the left. Contacts 243 and 244 carried by spring fingers 242 and 245 remain in contact with each other but it will be observed as previously noted that the circuit through the lead 252 is broken by separation of contacts 248 and 249. With the manual control switch 202 in the position last noted, connection is made from the main battery lead 228, through lead 280, through lead 282 having connection with spring contact finger 213 and through contact 284 carried thereby in engagement with contact 286 carried by spring contact nger 281 from which lead 288 'extends to terminal 298 of the automatic control switch 200. A lead 299 extends from terminal 298 to the third terminal of the microswitch 255 with the circuit between terminals 258 and 298 asv will hereinafter appear being normally open in the automatic operation for forward drive through the transmission. A lead 300 has connection with lead 288 ahead of terminal 298 and extends to the terminal 30| of solenoid valve means 205 to n ner described provides for admissionvof air under pressure through the branch 305 of branch 288 to the direct drive piston and cylinder means |13 which is effective to rock the synchronizer shift lever I 12 in a clockwise direction as viewed in Figure and through crank arm |69 effects engagement of synchronizer clutch means 44 to clutch the drive and driven shafts together. Movement of the synchronizer shift lever |12 as before noted through the cam surface |91 thereof effects opening of the circuit between lead 221 and lead 306 extending to the low voltage coil of the spark circuit while the synchronized clutch means 44 is being shifted from low range engaged position to its high range engaged position so that this shift is made without having'to work against the engine power of the prime mover for the vehicle.

Further, it will be observed, that the lead 280 has connection with a spring contact finger 216 carrying contact 301 which is in engagement with contact 308 of a spring contact finger 3|0 from which a lead 3|2 extends to terminal 3|3 of the solenoid valve means 208 and through the coil of the solenoid valve means to a terminal 3|4 which is connected by a vlead 3I5 to ground as at 3|6.

Upon completion of a circuit through the solenoid'valve means 208 air under pressure from the manifold 204 is admitted tol parking piston` and cylinder means |44 urging the piston |55 downwardly as viewed in the drawing against the force of spring |58 to rock the range shift lever |40 in a clockwise direction and through crank arm |35 engages reverse clutch means 9'8 to clutch gear 94 to the reverse idler shaft 90. Reverse drive however is not effected between the drive and driven shafts in that clutch means 44 is engaged to effect clutching of the drive and driven shaft for direct drive together and to 'disengage the driven gear 33 from the driven shaft 30. Also as will subsequently appear in the further description of the control system the automatic control switch 200 is not in circuit with viewed in the drawings.

Control system-parking rangereverse drive AAssuming again that the .control system is as shown in Figure 5 of the drawing it will beobserved that when the switch lever 203 is disposed in parking range and rotatedin a counter-clockwise direction that the spring contact linger 216 will be urged to the left by engagement of rollers 285 with the end thereof. The spring contact fingers 213 and 258, interconnected by the insu-l 'lating stem 214, are prestressed sothat when released they willy move as a unit to theleft as With the switchlever disposed 'in its last described position itfwill be seen that contacts 243' and 244 carried by spring contact fingers 242 and 245 respectively, will be separated openingthe -circuit between the main battery lead 228 and lead 252 which is eifective to deenergize solenoid valve means 206. However, the'solenoid valve means 206 for the low or reverse piston and cylinder means |14 is only momentarily deenergized in that a circuit will be completed from the main battery lead 228 to lead 280 to spring'contact finger 21'5 carrying contact 320 which is now in engagement with `contact 322 carried by spring conta-ct finger 323 from which a lead 324 extends to a lead 325 connected toterminal 258 of the automatic control switch 200. The lead 251 connects terminal 258 to the microswitch 255 from which lead `256 extends to terminal 254. Lead 252 connected to lead 260 extends to microswitch 263 which is in normally closed position Aso that the solenoid 286 is' energized whereby air under pressure is admitted into low or reverse piston and cylinder means |14. As previously noted when the latter piston and cylinder means has air under pressure admitted thereto the synchronizer shift lever |12 is disposed in a position inwhich reverse clutch means 96 is engaged. Also it will be seen .that the connection is established from the main battery conduit 228 through lead 280, through lead 282 to spring contact nger 213 and contact r326 which is carried thereby now having engagement with contact 321 carried by spring contact 328 from which a lead 329- extends to lead 3|2 which as before noted extends to solenoid `valve means `288 of the parking piston and cylinder means |44 whereby the range shift lever |40 is rocked in a counterclockwise direction and "noid valve means 208 to complete a circuit between thev central terminal 282 of thesolenoid switch with a lead 335 connected with the normally open terminal 338 of the microswitch 263 .ment of the range shift lever |40 lto its park position the switch spring arm 332 of the" microdriving rarl'gepositio movement of the rageshft lever is thus effettive l circuit@ Girelli@ t the Selend 'valve means 20G lead 12281 spring :Qontact finger 33T to @www 342 'Oberwil-which isin engagement Wtheoetat 343 Car ied ,by ,Spring @niacin finger 34.4 and, from @had Sfltends to the lead. 252hr0ugh leali, fzggto the normally closed microswitch 233 @maligne .theeflenidwlve means, S ,S0 that ndefwlressure is.admitted, t0 the 10W Or reverse piston .andzeylinrlenmeansl T4.- ,Also in the lastnotedwpositionof the shift lever 203 it will bepbserredjhat the. SOlenQid-evalve means 207, is causeditobeenergized.by completion-Oef@ Circuit fromzman battery lead 228 to lead 280 having: connection. Iwith Spring Contact fng'arryinacfmtact; ,..fwhjlh ,ianow infnggemlt with Contact. 35T spring Contact, ngev 3.53 from WhihaladSextends to a terminal @EL or the solenoid Valve means 2M through the coil there' o f. agili to; a .terminal 352 Voo nneotedlead 3 53 to; groun-i 354, ErrergiZatiQn of s o1e noid valve means. Zlprovidesor aqmisson of amender pressage frommarrifold 28d through branch Cond uit 35,1 tb thegriving .piston andlndr means' lzfwnichf--isetive .ternes the range Shitlevef [4p and through orang arm vI 35 efecterigagement of lpwangefbfwar@ @um mans a# to clutch gear 1l to the c'ou'ntershaft T2. Upon movement@ .the vrange Shift. levers H from its' neutral tori lshown in the drawing to its idriy p A1ndlian-,efrty the dot dash lines igA wallpape fyedth'ati the gaar 33ers; effective forf opening vthe normally" closed' ircut through that when thiis released they Y tHe fel'ible that in fthe @or Seifer; z on, switch re-aa 251 cnneets'tefminal 258 with' on'trmia 'or themi'crswitcn 255 normally closedA position throgh ing piston and cylinder means |42 to effect rotation of the range shift lever |40 in a counterclockwise direction to dispose the same in the drive position indicated by the dot-dash lines in the drawings. This movement of the range shift lever |40 through the crank arm |35 effects engagement of the low forward clutch means 84 and the disengagement of the reverse clutch means 96. Further, in this movement of the range shift lever |40 the cam 330 rst opens the circuit to the solenoid valve means 206 and closes the circuit to the solenoid valve means 205 between the normally opened terminals 262 and 336 of microswitch 263 so that the synchronizer shift lever I12 is caused to be rotated in a direction to disengage synchronizer clutch means 44 from driven gear 33 and to clutch the driven shaft 30 to the drive shaft 24 to brake rotation of the gear means so that the forward drive clutch means 84 may be engaged without clashing of the clutch teeth thereof and of gear 11. Also, this movement of the synchronizer shift lever 12 actuates the microswitch |90 to interrupt the low voltage spark circuit for the prime mover of the vehicle so that the shift is not made against the power of the engine. Upon completion of the movement of the range shift lever to its drive position the normally closed circuit through the microswitch 263 to solenoid valve means 206 will be established so that the synchronizer shift lever |12 is returned to the position shown in Figure 5. The shift is thus completed and the transmission is now conditioned for effecting a low range forward drive between the drive and driven shafts under the control of the throttle of the engine by the operator of the Vehicle.

As previously noted upon actuation of the manual shift lever 203 to driving range automatic position actuation of synchronizer clutch means 44 to effect a change in gear ratio through the change speed gear mechanism from low range to direct drive or high range is under the control of the throttle for the vehicle, the intake manifold vacuum, Vehicle speed and the driving range then being used.

The governor 42 previously referred to may be of any suitable known form and as shown in Figure comprises a plurality of balls 313 arranged between the gear 40 having meshing engagement with gear 36 keyed to the driven shaft 30 and an axially shiftable member 314. The governor 42 is responsive to the speed of rotation of the driven shaft 30 and consequently of the forward speed ofthe vehicle. When the governor balls 313 are thrown radially outwardly by centrifugal force into engagement with the member 314 the latter and cam member 316 are shifted axially to the right as viewed in Figure 5. The cam member 316 is adapted to engage a roller 311 carried at one end of a rod 318 which has connection by means of an adjustable turn buckle 319.with a clevis 380 connected to the end of a crank arm 382 of the automatic control switch 200. Thus at a predetermined vehicle speed governor 42 is adapted to effect movement of the rod 318 and crank armA 382 of the automatic control switch 200 in a counterclockwise direction as viewed in Figure 5,

The automatic control switch 200 as shown in Figures 5 through 7 comprises in addition to the parts previously referred to a switch actuator member 383 connected to a shaft 384 to which the crank arm 382 is suitably secured with the shaft 384 having a reduced cylindrical end portion 385 journalled in a boss 386 of the automatic switch housing 381. The switch actuator member 383 is provided with a projection 388 which engages a spring loaded button member 389 mounted in a bore 393 in a boss 390. A coil spring 392 is disposed in the bore 393 and provides for disposing the switch actuator member 383 in its normal position shown in Figure 6. In response to governor 42 the crank arm 382 is adapted to be rotated in a counterclockwise direction as viewed in Figure 6 and which movement of the shaft 384 carrying the switch actuator `member 383 is effected to rotate the same against the force of spring 392 in position to trip microswitch 255 in a manner to be described.

The housing 381 is closed at its upper end by a suitable cap member 395 which is provided with a tapped inlet opening 396 having connection with the intake manifold of the prime mover for the vehicle in which the transmission and controlled system is installed. The housing 381 is Afurther provided with a neck portion forming a cylinder 398 in which a piston 399 is disposed for vertical movement. A coil spring 400 disposed between the cap member 395 and the piston 399 normally tends to bias the piston downwardly in the cylinder 398 formed by the housing 381. A gland assembly 402 is threaded in the cap member 395 and carries a plunger 404 which is normally biased downwardly by a coil spring 405 and against which plunger in the operation of the automatic control switch 200 as will be described is adapted to be engaged by the pin member 406 carried by piston 399 so that under medium engine vacuum condition the pin 406 engages the plunger 404 to add the force of spring 405 to that of spring 400 opposing upward movement of the piston.

`A link 406 is bent at one end for connection to an ear 401 of the piston 399 and at its other bent and extends through a hole 409 in one end of a link 408 forming part of a shift means operable by energization vof piston and cylinder means |14 and |15 to effect a change in the forward drive range through the change speed mechanism. The link 408 at its opposite end is formed with a slot 4|0 into which a stem 4|2 carried by a crank arm 4I3 is disposed with the crank arm 4|3 being fixed to a shaft 4|4 which as shown in Figure 5 projects laterally outwardly a side wall of a switch housing 381 and to which shaft a crank arm 4|5 is secured. A gear shift drive rod 4|6 projects through the outer end of crank arm 4|5 and is pivotally connected at one end to the synchronizer shift lever |12. Coil spring assemblies 4|1 and 4|8 are carried by the gear shift rod 4|6 at either side of the crank arm 4|'5 to provide a resilient connection between the rod 4|6 and the crank arm 4|5 in the rocking of the crank arm 4| 5 by rocking of the synchroniser shift lever |12 for a purpose to be described. Referring again to Figures 6 and 7 a switch carrying plate member 420 is pivotally mounted about the reduced portion 385 of the shaft 384 and carries the micro-switch 255. The link 408 intermediate its end carries a stem 422 which extends into the switch carrying plate member 420 with movement of the link 408 in a manner to vbe described providing by means of the stem 422 for movement of the micro-switch 255 in a direction to advance it toward the switch actuator member 333. The micro-switch 255 as previously noted is of the single pole double throw type with the switch in the position thereof shown in Figure 6 normally closing a circuit between terminals 254 and 258 and normally `opening acircuit between terminal 258and terhigh range drive by shifting of collar ,'55 as viewed in Figure 4 to its end left hand position,`

engaged positions is under the control of the A,

direct drive piston and cylinder means H3 and the low or reverse drive piston and cylinder means IM. Upon admission of air under pressure to direct drive pistonand cylinder means |13 the collar 55 is shifted to the left as viewed in Figure 4 to effect disengagement of the right hand ends of rocker arms 48 from clutch teeth 53 of low or reverse gear 33. Since these ends of the rocker arms 48 and clutch teeth 53 are of a formation so that they are normally self-disengaging only low air pressure of an amount to move the collar 55 0E of the ends of rocker arms Further sary to effect the shift and the building up of pressure in the direct drive piston and cylinder means H3 effects engagement of synchroniser between said first gear means and said driven' clutch 44 to provide high range drive or direct l drive in the forward direction. In shifting from high range drive or direct drive to low range drive the operation is the same. pressure is suicient to move collar 55 off of the left hand ends of rocker arms 48 and with the collar in blocked position prior to clutching low 1. In a transmission having a drive shaft and a driven shaft, a drive gear for said drive shaft, a driven gear rotatably mounted on said driven shaft, a first clutch means operable in one clutch'- ingv position to clutch said driven shaft to said drive shaft and in a second clutching position to Air under low` the shaft,'iirst clutch means operable in one clutching position to clutch said driven shaft to said drive shaft and in a second clutching position to clutch said driven gear to said driven shaft, first gear means between said drive and driven gears, second clutch means for said first gear means for clutching the latter in driving relation between said drive and driven gears, reverse gear means gear, thirdclutch means for said reverse gear means for clutchingthe latter in driving relation between saidrst gear means and said driven gear, whereby when said third clutch means is engaged with said first clutch means in its said second clutching position, and said second clutch means disengaged, reverse drive is effected between said drive and driven shafts, and means interconnecting said second and third clutch means so that when one of them is engaged, the other is disengaged.

3. In a transmission having a drive shaft and a driven shaft, a drive gear for said drive shaft, a driven gear rotatably mounted on said driven shaft, first clutch means operable in one clutching position to clutch said driven shaft to saidv drive shaft and in a second clutching position to 1 clutch said driven gear to said driven shaft, first gear means between said drive and driven gears, second clutch means for said first gear means for clutching the latter in driving relation between said drive and driven gears, reverse gear means between said first gear means and said driven gear, third clutch means for said reverse gear means for clutching the latter in driving relation between said first gear means and said driven gear, whereby when said third clutch means is engaged with said first clutch means in its said second clutching position, and said second clutch means disengaged, reverse drive is effected `between said drive and driven shafts, means interconnecting said second and third clutch means so f that when one of them is engaged the other is disengaged, and said last named means being operable for disengaging both of said second and third clutch means.

4. 'In :a transmission having a drive shaft and a driven shaft the combination of a drive gear for said drive shaft, a driven gear rotatably mounted on said driven shaft, first clutch means between'v said drive and driven shafts operable in one posi-V tion `for clutching said shafts together for conjoint rotation and in a second position for clutching said driven gear to said driven shaft, a first countershaft, a gear fixed to said rst countershaft and having meshing engagement with said drive gear, a gear rotatably mounted on said first countershaft and having meshing engagement with said driven gear, a second clutch means beclutch said driven gear to said driven shaft, first gear means between said drive and driven gears, second clutch means for said first gear means for clutching the latter in driving relation between said drive and driven gears, reverse gear means between said first gear means and said drivenv tween said first countershaft and the gear rotatf, able'thereon for clutching the latter to said first countershaft, a second countershaft, a gear fixed to said Asecond countershaft, and having meshing engagement with the gear fixed to said first countershaft, a gear rotatably mounted on said second countershaft and having meshing engagement with said driven'gear, third clutch means between said second countershaft and the gear rotatably mounted thereon for clutching the latter to said second countershaft, and means bef tween said second and third clutch means operable so that when one of said last named clutches is engaged the other is disengaged.

5. In a transmission having a drive shaft and y a driven shaft, a drive gear for said drive shaft,

aA driven gear rotatably mounted on said driven j shaft,`rst clutch means for selectively.clutchingr said' driven shaft to said drive shaftorsaid) dr-i-venl` gear to saidl driven shaft, :iirst`gear"'means-ibe-v4 tween said -drive and driven gears, secondigear" means between said riirst gear means andsaidf driven gear, and second clutchl means-for saidl secondgear means for clutching the-latter:in"- driving relation between saidiilrst gear rnea'nslf and'said driven gear.

6l .in ay transmission having a drive shaftfandll) a driven shaft, a drive gear'for said drive-shaft,`as

' driven gear rotatably` mounted` on said driven shaft, first clutch means for selectively clutching! said driven shaft to said drive shaft or said driven gear t'o said driven shaft, first gear meansl be 15 tween said. drive and driven gears, second clutch'= meansfor said first gear means for clutching thel latterin driving relation between said drive and` i driven gears, second gear means betweenlsaidl rst gear means and said driven gear; thiiidiiZG clutch means for said second lgeary means fori clutching the latter in driving relationvbetweeny said iirst gear means and said? driven. gear., and@ means operably interconnecting the secondilan'd-f third clutch meanswhereby when one of tiienris': engaged the other is disengaged.

'7; A control system for a transmission-having: a drive shaft and a driven shaft, a drive gearl foriV said drive shaft, a driven gear rotatablymountedr on said driven shaft, first clutch meansop'erable in one position to clutch said driven 'shaft tosaidf drive shaft and in a second. position to clutch@ saiddriven gear to said driven shaft, first-gear." means between said driveandA driven gears,l sec'-- ond clutch means for said first' gear meansifor clutching the latter in driving relatio'n'fbetween:V said drive and driven gears, reversef gearfmea'nsff betweensaidfirst gearmeans andfsaid:fdriven-` gear, third clutch means forsaid reversegeanmeans-for clutching the latter inl drivingrelatimr` between saidv rst' gear means and fsaidlldriveniz gear,` whereby whenl said thirdlclutch' means-isi engaged with said -rst clutch vmeans in'l itssaidi.` second' position and said second'A clutchi meansfr disengaged, reverse drive is effected-b'etweensaidl,l 4- drive and driven shafts, comprising, akr first; pairof means associated with said first clutchmeans l for actuating the latter to its first or secondpo-- sition, a second pair of means one associ-atedwith each of said second and third 'clutch mea-ns` for'a'ctuating the latter to their engaged posi--- tions, and manually selectivelyioperablefmcansi for eecting actu-ation of either or" said'iirstfpair'f' of means and with one'of saidrst pair of means actuated for effecting actuation of either ofsaid second-pair oimeans.

8.- A- control systeinfor a transmission havingy a drive-shaft and a driven shaft, a drive gear "for said drive shaft, a driven gear rotatably` mountedi' on said driven shaft, first clutch meansoperablerio in one position to clutch said driven shaftto said drive shaft and in asecond position to1clutchi said: driven gear to said driven shaftg-first. gear means ybetween said drive and? driven: gears, isec'e. Y ond4 clutch means for saidl iirst gear means: for: clutching` the latter in driving relation betweenf' saidrdrive and driven gears,- reverse gearzmeansf: between'nsaid first gear means and said. driven,vr gear, third clutch means for said reverse'gear means'` for clutching the latter in..drivingzrela tionlbetween said i'irst gear means A.andsaidrdriven-f gear, whereby when said thirdclutchl means engaged. with said first clutch means in its saidsecondfposition andY said second clutch: disengaged, lreverseV drive.. is eiectcdl'betweensaidf '[5 drive' and 'driven shafts, comprising, rst m'ean'sf' associated Twith saidfirst clutch means tor actu'- aterthef latter' to its said iirst position, second?.-

fourthwmeans associated with said third clutch@ meansfto actuate'the latter to its engaged positi'on'-, and manually operable' means associated' with' said first, second, third and fourth means for selectivelyeftectingi actuation of either said rst or secondir means and for selectively effecting actuati`onof either said third or fourth means whensaid-'secondmeansisactuated.

9'. -A- controlsystem for a transmission having a driveisha'ft and ardriven shaft, a drive gear for saidfdrivelshaft; a drivengear rotatably mounted on` said driven shaft, first clutch means operiabit-riti1 7one-position to clutch said driven shaft' to said-drive shaft and in a second position to clutch saidv'drivengear to said driven shaft, iirst gear-meansbetwe'en said'- drive and driven gears, secondi-clutch: means for-said rst gear means for' clutchin'glthe latter in driving relation betweerfsaid driveand driven gears, reverse gear meansvbetween said first gear means and said driven-gear, thirdfclutch means for said reverse gearfmeansfor clutching the latter in driving re'- lation 'between said first gear means and said drivengear, whereby when said third clutch meansisenga-ged` with said first clutch means in its said. second position and said second clutch meansdisengagedf, reverse drive is effected between. vsaid 'drive and driven shafts, comprising,

firsvandisecorrd means each including piston and Y cylinder means and. solenoid'valve means adaptedwhen energized Ito admit air under pressure' tov saidfcylinderf meansv associated with said rst clutch rmeans foractuating the same selectively" of said solenoid valve means vof: said third -on fourthmeans when saidV solenoid valve means of'- said. secondmeans is energized.

l0. A control'systemfor a transmissionv having a drive-shaft andi-a driven shaft, a drivegear forsaid; drive shaft, a driven gearl rotatably mounted` on said driveni shaft, first clutch means operablel in'one-position to clutchl saiddriveny shaftito: saidzzdrive'shaft and'finr a secondl posi-` tionfto: clutch said: driven gear to said driven shaft;` rsttgear. means between said drivef and? driven;gears; second `clutch means forv saidfirst gearrmeansrfor clutching the latterv in vdriving relationsbetween said. drive and driven gears,

reverse'gear'means between said: rstgear'means f andsaidfdriven gearfthird'clutch means' -for said reverse gear :means for clutching the; latter in drivingfre'lation between` saidY iirstgear means and saidfdriven gear, whereby when'v said thirdl clutch'. means=is engaged withv said first clutch meansfin 'its said'second position and saidse'c'- Y and; f :lnt'cli: means.disengagedv,.. reverse drivel is 

